Fluid controlled vehicle changespeed steering apparatus



W. O. BECHMAN ETAL May 17, 1949. 2,470,209

. FLUID coNTEoELED VEHICLE CHANGE-SPEED STEERING APPARATUS 4 Sheets-sheet 1 Filed Oct 8, 1945 Il bllllLM.

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May 17, 1949.

w. o. BECHMAN ET AL FLUID CONTROLLED VEHICLE CHANGE-SPEED STEERING APPARATUS A 4 Sheets-Sheet 2 Filed Oct. 8, 1945 May 17, 1949. w. o. BECHMAN ETAL 2,470,209

FLUID CONTROLLED VEHICLE CHANGE-SPEED 'STEERING APPARATUS 4 Sheets-Sheet 3 Filed 001'.. 8, 1945 Wam wm W. o. FLUID CONTROLLED VEHICLE CHANGE-SPEED STEERING APPARATUS May 17, 194:9.y BECH'MAN l-:TAL

Filed octl s, 1945 4 sheets-shea 4 Patented May 17, 1949 FLUID 'CONTROLLED VEHICLE CHANGE- SPEED STEERING APPARATUS `William O. Bechman, Chicago, "and David B. Baker, Riverside,- Ill., assignors to International vHarvester HCompany, a corporation of New Jersey Application ctober 8, 1945, Serial No. v620,894

8 Claims.

A* This 'application is' a continuation-in-part vof application Serial Nd 566,439, filed December 4,

1944, lnow'aban'doned.

This invention relates to vehicles such as vcrawler tractors having propelling traction units variedin relative speed to determine the course lof the vehicle, and more specicall'y the invention concerns' improvements in controls forv selecting the speedsv of said units.

The general object of this' invention is the provision of a steering control system utilizing fluidactuated motors for incurring the drivingrelation of the transmission power trains andthe braking relation of brake -devices with the traction units with a positiveness which is a function of fluid pressure imposed upon Ithe motors pertaining' to said trains and brake devices, and means' for temporarily diminishing this pressure during concurrentimpressionv thereof onto motors with respect 'to which individual pressure imposition is being shifted from one to the other. Other desirable and more specific objects, capabilities, and advantages inherent in and encomlpa'ssed'by the invention will be more fully com- 'prehen'ded after reading'the ensuing description and examining the annexed drawings, wherein:

Figure 3 is a diagram illustrating one form of hydraulic control system for controlling the transmission and propelling unit brakes illustrated in Figures 1 and 2;

Figure 4 is a side elevational view of one type of brake band and energizing motor vsuitable for yemployment in the present apparatus;

ed to diminish the pressure applied t'o the brake actuating motors between which ashaft is being made for' changing individually applied brakes;

and

Figure 6 is a schematic view showing the coordinated positions of the regulating means for'the shown) admittance valves and V'exhaust valves for the brake motors, and for a pressure regulating valve interposed between the source of uid pressure and the motors.

The tractor l0 of Figure 1 has Aan engine E mounted upon theforward portion of itsframe and a frame housing H comprising the rear portion of the tractor body for containing the change-speed transmission unit shown in'Figure 2. .At opposite sides of the tractor are the conventional endless treadsyor tracks, TL and TR which are respectively at the left-hand and righthand sides of the tractor. It should-be understood, however, that the present invention is equally pertinent to vehicles employing any type of traction ground supports of whichthe relative speed is controlled for steering the vehicle. AOne type of vehicle employing-non-steerable wheels of which the relative speed is'changed for steering the vehicle is shown in U. S. Patent No. 1,446,121. Theleft-hand track TL isdrivenby spur gears and achain sprocket l(notl shown) which receive driving force from a shaft SL.Y A similar driving connection exists between a shaft SR and'ethe right-hand track TR. This driving connection between the shafts SL and SR, andA the endless tracks, may be of the character illustrated in a has become Patentf No. 2,391,002; December18,

l In" Figure 4a, there is `shown a change-speed transmission gearing somewhat diagrammatically within a gear box GB of which the outline is represented by dot-dash lines. The drive shaft lof this transmission has an internal splined connection at 2 with a power take-off shaft 3 arranged `coaxially with the shaft l.y The shaft I `receives driving force from the vehicle' engine E through a conventional manually releasable clutchV (not Power take-off shaft 3 vhas asplined shaft '4 journaled thereon, and this splined shaft has 'a plurality'of gears G constrained for rotation' therewith but vslidable vlengthwise thereof. Certain of the gears Gare meshable With certain gears'G' vconstrained for rotation with al counter-shaft 5. `Certain other of the gears G' are' connectableindirectly with certain of the gears G through idler gears (not'shown) to obtain reverse drive of the driven shaft Il.. Rotation of the splined shaft 4 occurs when gear 6 is slid to the right as viewed in Figure A4a for meshing the teeth of 'an internal jawclutch 1 thereonwith end portions of the teeth on a gear 8 formed integrally with the shaft I. Power takeoff shaft 3, however, is always constrained for rotation with the shaft l irrespective of whether a drive connection is established between any of the gears on thesplined shaft 4 and the gears on counter-shaft 5.

Referring now to Figure 2, the transmission there shown is a symmetrical arrangement wherein there are two virtually identical change-speed portions which, since they are independently driven, though complementary, may be regarded as separate change-speed transmission units. One of these change-speed portions is arranged about the shaft SL, while thepther of such portions is arranged about the shaft SR. Driving force for the unit is received from the shaft II carrying a pinion I2 in a manner constrained for rotation therewith. This pinion I2 meshes with a ring gear I3 which is fastened by capscrews I4, spaced circumferentially thereabout, to a fabricateddrum-like planetary gear carrier structure I5.

A frusta-conical extension I9 of the carrier I5 extends to the left, as viewed in Figure 2, where it is mounted within the inner race of a tapered roller bearing unit 22 and the outer race of this bearing unit is mounted within a ring 23, which in turn is mounted Within an opening 24 within a boss 25 of the frame housing H. A corresponding frusto-conical member 3I projects to the right from the enlarged central portion of the carrier I5. The outer end of this frusto-conical member 3l is mounted in a boss 32 of the housing H through the agency of a ring 33 and a tapered roller bearing unit 34.

Referring now to the right-hand portion of Figure 2, the inner end of the track driving shaft SR has a sun gear 35 splined thereto at 36. An

y axially extending hub portion 31 of the sun gear ,is journaled within a bearing 38 Within the carrier I for maintaining a coaxial relation of said sun gear, the shaft and the carrier. Additional sun gears 4I and 42 coaxial with the gear 35 are spaced axially outwardly therefrom. The larger diameter of these two additional gears is formed integrally with a sleeve shaft 43 which is journaled within the outer end of the carrier structure I5 and which carries a brake drum 44 having its hub secured thereto by circumferentially spaced bolts 45. The smaller sun gear 4I' is formed integrally with a sleeve shaft 46 journaled within the sleeve shaft 43 and having the hub of the brake drum 41 secured thereto by circumferentially spaced bolts 48. A third brake drum, 49, has its hub splined to the track driving shaft SR at the splined section 5I.

The three sun gears 35, 4I, and 42 mesh respectively with the three gears 52, 53, and 54 of each of three gear clusters 55 (one being shown) journaled within and spaced circumferentially about the carrier structure I5. The inner end of each gear cluster is journaled within a ball bearing unit 56 carried within a hole 51 in the annular member 26 of the carrier structure, whereas the outer end of each of these three gear clusters is journaled within a ball bearing unit 58 reposing within an opening 59 formed within a radial boss portion 6I of the frusto-conical extension 3|. An opening 62 Within each boss portion of the frusto-conical part 3| permits the gear 53 of the associated gear cluster to project outwardly of the carrier.

During rotation of the carrier structure I5, by means of driving force received by the pinion I 2 and the bevel pinion I3, should a brake band 4 LR be applied to the brake drum 44 to prevent rotation of this brake drum and consequently prevent rotation of the gear 42, the planet gear clusters 55 will function to impart rotation to the sun gear 35 and to the track driving shaft SR at a definite speed ratio with respect to the speed rotation of the carrier and in the same direction `that this carrier is rotated. Assuming the gear i is stationary while the gear clusters 55 are .revolved pursuant to rotation of the carrier, the

gears 54 meshing with the stationary gear 42 will be caused to roll about said gear 42 while causing the gear clusters to rotate about their individual axes. This rotation of the gear clusters about their individual axes will be in the direction tending to impart rotation to the sun gear 35 in the direction opposite to that in which said clusters are being planeted or revolved. Since, however, the gears 52 are smaller in diameter than the gears 54, the peripheral speed of the gears 52 will be less than their planeting or revolving speed, wherefore, a net speed of the gears 52, circumferentially of the sun gear 35 at the points of contact between the teeth of the gears 52 and 35, will be in the direction the carrier structure is rotated but at a reduced speed. Thus, the gear 35 and the shaft SR, when the brake band LR is applied, will be caused to rotate in the same direction as the planet gear carrier but at a reduced speed with respect thereto.

A somewhat higher speed of the shaft SR can be obtained in the same direction as the carrier, but also at a reduced speed with respect to carrier rotating speed by applying a brake drum HR to the brake drum 41. In this manner, the brake drum 41 is held against rotation while the brake drums 44 and 49 are free to rotate. When the brake drum 41 is held against rotation, the smaller diameter gear 4I is also held against rotation. Since the gear 4 I has a smaller tooth pitch-line diameter with respect to the gear 53 than has the gear 42 with respect to the gear 54, the non-rotating gear 4 I will cause the revolving gear clusters to rotate at a slower speed about their individual axes with the net result that the cluster gears 52 will carry the sun gear 35 at a higher speed in the direction of the carrier rotation.

Under certain operating conditions which will become hereinafter apparent, it is desirable to hold the shaft SR against rotation while neither of the brake bands LR or HR is applied for causing the transmission of driving force to said shaft SR. Such holding of the shaft SR against rotation is accomplished by applying a .brake band BR to the drum 49. Each brake 44-LR, 41--HR and 49-BR constitutes a torque-exerting device and these devices are operable when the counterparts thereof are constrained against relative rotation to exert a torsional force through the sleeve shafts 43 or 46 or through the shaft SR to modify the power transmitting speed or character of the associated gearing. There is a setof these torque-exerting devices at each end of the gearing arrangement shown in Figure 2.

Inasmuch as the gearing, brake drums and brake bands, assembled about the left-hand shaft SL, contain parts respectively corresponding to and operating identically with the gearing, brake drums and brake bands, just described in association with shaft SR, these corresponding parts have been identified by the same reference characters excepting for the addition of the letter L, or the substitution of the letter L for the letter R. Y

In Figure 4, a suitable brake and actuating which is`A illustratedV in Figure filmed-"arm- 202 by a pivot pin-203. `iixedly l'rru'iunted uponthe frame housing H'v-in any suitable manner. The Vfree end of the brake;

'motor'therefor is shown'vfor cc'mstrainingV rotationv ofv *the brake drums. The vbrake "bande-"LL, v v 4, is'an articulated Structure comprising three v pivotally connected arcuate brake `shoes S1; S2, and S3.' One end ofl the shoe S1 is pivotally connected with one end ol a linl 2l which hasv its otherend connected to a Arm 292 iS shoe S3-pivotal1y carries a pinlZfl having latransverse hole 205 through which there extends a threaded rod-"2h26,VA VThisA m3411206 extends slidably through a-springreaction Washer? 26'! and aipivotal'A-member'208 into rigidcon'nectiori rwith a bifurcate'd headiZ which is p'ii'lota'lly connected to an intermediate section of a' bel1-cr`ank lever `2Il'by apin 2l2. AA spring2I3vcompre'ssedf`between -the Washer A26T andthe free 'end' oi the shoe S3 normally holdsthe brake bandinanexpanded relation'fto the drum ML, the amount of clearance between the brake band and thus drum "being determined by 'an 'elongated cap-nut 2M 'y screwed to the threaded'end ofthe stemlii. l.Application of the brake band to the brake drum is obtained by rotating the bell-'crank 2i l" counter-'clockwise about the `xed pin"203, whereby the stem 2535 is moved axially through the mem- 'ber's Z'l'andZ incident to'fd'ravving the free endv of the shoe Sto'ward the'anchored end of the shoe S1. Thiscounter-'c-lockwise movement of the bell-crank-'2l-l is incurred byintroducing fluid-under pressure into the right -end'of the cylinder 2| 5 of a duidactuated brake motor MLL 'through a' conduit 2 ls.

The .cylinder 2 h5 is secured to the frame housing Hby` anystandard means, so that the'uid introduced into'thecyl- Aindertothe right of'the motorpiston 211 Ewill for-ce this piston, its piston rod 248, and a connecting rod' 2 i 8- tothe left,v turning the' bell-crank 2H counter-clockwise with the effect just? de scribed. When the vpressure of fluid introduced to the conduitl 21E is sufficiently diminished,v the spring 2&3 'Will-release the brake band incident toY imparting* clockwisev rotation tolthe bell-crank 2li about the pivot 2M.v A conduit 22H: serves to catchany fluid Which leaks past'thepiston "2 l'lvinthem'otor cylinder for return of this `fluid to a reservoir RV shown in Figure 3. All' ofthe brake bands maybe constructedsimfilarlytothe brake band-LL, 'and",likevvise;` other motors for the respective applicationI ofthese 'brake bands-may be constructed, arrangedjand vconnected WithV their brake Vbands similarly to the "arrangement of the 'motor MLL with respectto its brake band LL.

` Brake'a'ctuating 'motors MBL v'and MHL, *corresponding jto the moto-rMLL are respectively associated With-thebrake'bands BL and HL-similarl'y't'o the association of the motor MLL with vthe 'brake bandLL, `so that, When fluid under vpressure is supplied to these motorsMBL- and MHL, they Will cause application of their brake bands BL and :HL totheir mated brake drums for holding the latter against rotation. On the right;

feo

arelcon'trolled by afpair of handlevers XLf-"a'nd XR. nache of' these'ievers :Sura-ns1 XR is movable "between positions -B,-L, vand H.l When the' lever 'XL isi inf' the position" shown (position L) its' asso- 'fciat'ed'valve VL" Will be adjusted for imposing pressureuid upon the motor MLLk to cause brake apply-ing energization of the motori MLL; whereby theffbrakebandfLL- is applied and the left-hand 'component ofthe gearing, illustrated in Figure 2l,` is conditioned'for transmittingdrive to the left-hand track TL at the low speed. Movement ofv the lever XL into its position H will cause de- 'e'nergizationof`- the motor'MLL to disestablish connection of the 'low speed train andv to cause ener'gi'zation l of `the motor MHL, vwhereby 'the `brake"bandiI-IL` is applied for establishing the high'sped'povver' train which drives the left- -liandtrack TL.y 7When the lever XL is placedv in the position B, both of the motors MLL and MHL `will?b'eideenergized vWhile the motorY MBL is enerfgiZedi to apply the brake" `band BL whereby 'the track TL Will be constrained against propelling movement.

2 'Lever XR controls the valve VR when the lever is'moved into 'its positions B, L, and H to cause =individual energization of the right-hand motors MBR, MLR, and MHR', respectively, as just explained'with respect to the left-hand lever XL `and the lefthand motors.

The hydraulic system for supplying fluid under pressurefor actuating the various brake applying motor's'includes a' pump P which is 4constantly drivenv Fluid for the intake sideof the pump, which is" constantly' driven, i's` obtained through a `con `duit"225'irom`the reservoir RV land is introlfduoed into a pressure regulating'assembly PRR through aconduit 221. Fluid at a substantial con'stelntpressure is caused to be impressed from ythe assembly PRR,through a conduit 228 and conduitszzefand 23|,A ontothe inlet ports zsznand -2'32RE of theva-lves VL and VR.

'-Rotary-'\'falve'VL has a casing 233L, which in addition' tov the inlet portv 232L has outlet ports I-5!34L,- ESELQIZBGL, 2ML, and 23811. A rotor 239L f-has a channel' 2ML which communicates with the linlet '-po1tf232L, at all times, and which is oscillative 1lcetvveer'i positions corresponding to the positions B, L,'and H of the lever XL (in View' of the connection of the leverwith the rotor through `af`link' 2421i and an arm243L which is constrained for'f'r'otation with the rotor), wherein the channel respe'ctively communicates with the outlet ports i'23'IILij236Lg and235L. When'v the'channel 24IL -comr'nunicates With-the port 236L, as shown in rss Figure 3'; fluidfunder pressure Will be delivered from-fthe pressure lregulator and' impressed -throughthe conduit 2 lr'for actuating the motor MLL. YWhenitherlever XL is moved to position Bjthe channel 2ML will' register -With the p'ort 2311.' and deliver pressure fluid through a conduit *21W forenergizing the'brake motor'MBL and, when the lever XL is in the position H, the channel'24-IL will register with `the port 235L'to' im- Ypress'rluidfto the conduit'245 for lenergizing the vbrake motor MHL. While'the channel 2ML reg- `isters'with the port 236L, cavities 2ML and 2ML -establishcommunication of the'conduits'245 and 244 with thelow pressure reservoir conduit MBL respectivelythrough ports 2ML a-nd 238L and `conduits2491.1 and 25IL. `This results in the n10- tors"I MHL 'and MBL" 'being exhausted or nonactu'ated, whereby the' brake band LL will be in- "dividually 'applied withl respect tothe brake bands BL-Pand HL. While'the`rotor239L is infth'e high 4"speed" position 'with the `clfianne1"2f1IL' in? registry with the port235L, the rotor cavity 241L will Aestablish communication of the ports 236L and 231L with the reservoir, whereby the brake bands LL and BL will be disengaged. Disposal of the rotor in the braking position with the channel 24|L, registered wtih the port 231L, will cause individual application of the brake band BL, while the rotor cavity 246L establishes communication of the ports 235L and 236L with the low pressure reservoir through the conduit 243L, exhausting the motors MHL and MLL.

A similar individual energization of the righthand motors MLR, MHR, and MBR is possible by manipulation of the valve VR and the associated conduits, the parts of this valve and the associated conduits which correspond to those already described with respect to the valve VL and its conduits are designated by the same respective reference characters but incorporating the letter R instead of the letter L, or adding an L where no letter is incorporated in the corresponding reference character for designating conduits associated with the valve VL. Breather and leakage disposal conduits 252 and 253 are connected between the motors MHL and MBL and the reservoir to serve similarly to the conduit 22| with respect to the motor MLL.

Excepting when motor actuating iiuid is being delivered to one of the brakev actuatingI motors through the conduit 228, a check valve 26| traps the fluid within the conduit 228 at a high l pressure while the pump is allowed to by-pass at low pressure through a by-pass-valve 262. This is possible because of the action of a control valve 263 which, when subjected to a predetermined minimum pressure through a conduit 264, utilizes the pressure of the fluid reaching a chamber 265 through the conduit 264 for forcing a plunger 266 to the right against the effort of a spring 261. When the plunger 266 is moved to the right, it moves a valve member 268 from its seat 269, permitting the escape of uid from a chamber 21| of the by-pass-Valve 262 through a conduit 212, holes 213 in the valve member 268, and conduits 214 and 215 back to the reservoir. This escape of iiuid from the chamber 21| takes place because the flow capacity through the conduit 212 and the control valve to the reservoir is greater than the flow capacity of a restricted passage device 216 in a conduit 211 communicating between the pump delivery conduit 221 and the chamber 21|. With the discharge of iiuid through the conduit 212 a wafer piston 218 in the by-pass-valve 262 is allowed to move to the left for releasing a spring 219 and thus permitting a valve member 26| to move to the left under the inuence of pressure of iluid in a conduit 282. Movement of the member 28| to the left away from the valve seat 283 conditions the valve 262 in the by-pass condition so that the entire output of the pump can discharge at low pressure through the conduits 221 and 232, openings 284 in the valve member 28| and conduits 285, 214, and 215 to the reservoir for recirculation to the pump through the conduit 225. Meanwhile, the check valve 26| maintains the high pressure in the conduit 228 and, hence, upon any of the brake actuating motors communicating with this conduit through either of the valves VL and/or VR.

Upon reduction of pressure in the conduit 228, because of introduction of uid into any of the brake actuating motors, the control valve plunger 266 will be permitted to move to the left for reseating the control valve member 268, whereby the fluid flow from the pump through the respeed trains.

stricted passage 216 will be forced into the bypass-valve chamber 21| for moving the piston 218 to the right and compressing the spring 219 sufiiciently for seating the valve member 28| and forcing the fluid delivered by the pump through the check valve 26|. A pressure relief valve 285a opens to permit delivery from the conduit 221 directly to the reservoir through the conduit 215 only in the event of an excessive pressure being accidentally incurred in the apparatus.

'I'he gearing in compartment GB, as explained above, is capable of driving the shaft either forwardly or rearwardly at different speeds, and it follows that the tracks TL and TR. may be driven at twice the number of speeds in the forward direction as the shaft can be driven forwardly by power trains of the gearing in the compartment G and, likewise, the tracks TL and TR can be driven at twice the number of speeds rearwardly as the transmission gearing in G is capable of driving the shaft in the reverse direction.

Assuming the gearing in the transmission compartment G is to be set for forward driving of the shaft and both of the control levers XL and XR to be in the position shown, at L, the vehicle will be driven :forwardly in a straight course and at the slower of two instantaneously selectable speeds. Should it be desired to increase the speed of the vehicle upon this straight course, both of the levers XL and XR will be pushed forwardly simultaneously into the positions I-I, thereby disconnecting the two low speed trains in the transmission of Figure 2 and establishing the higher Irrespective of the speed at which the gearing in the compartment G is set, the speed of the tracks 'IL and TR can be instantaneously changed by shifting between the high and low speed of the transmission gearing in Figure 2.

Steering of the vehicle is accomplished by independent manipulation of the levers XL and XR to place them in different speed positions or in the braking position B. Assuming the levers XL and XR. to be in low positions, illustrated in Figure 1, turning to the left can be accomplished in one of two ways. First, by pulling the lever XL rearwardly into position B while the lever XR, is left in the position L. This will cause braking of the left-hand track TL while the track TR continues rotating forwardly at the lowest speed. This will cause the vehicle to make a pivot turn about a vertical axis substantially intersecting a mid-portion of the track TL. Secondly, while the levers XL and XR are in the positions L, a turn to the left may be executed by pushing the lever XR forwardly into the position H while leaving the lever )Us at its position L. This maneuver will leave the track TL running forwardly at the low speed, but will cause the track TR to increase its speed, whereby the turn to the left instead of being a pivot turn, as in the first described instance, will be a turn upon an arc about a point to the left in the tractor.

While the lever XL is in any of its positions B, L, and H, the lever XR, may be concurrently placed in any of its positions B, L, and H or vice-versa. Consequently, while the tractor is turning to the left upon the fixed arc with the lever XL in the position L and the lever XR. in the position H, the lever XL could be moved rearwardly into position B for causing the vehicle to commence a pivot turn about a vertical axis in the track TL, or, the lever could be moved forwardly into the position I-I for causing the vehicle to depart from the arcuate path and move in a straight pathat the higherof the two speeds attainable throughthe transmission shown' in Figure 2.

Similarmaneuverscan be `obtained when the Vehicle yis to be `turnedto the right. While the lever XR is in the position B, the lever XL can also be placed in position B, whereby brakesk will be applied to both of the tracks TL and TR. This conditionis sometimes desirable when the vehicle is proceeding down-hill with a non-braked load trailing behind. Whilev vboth levers are in the position B, lever XL may be'moved forwardly into position L, causing the left track TL to move forwardly at the slow speed', while the right track is brak'ed against propelling lmovement and the vehicle is thus caused'to pivot about a vertical'axis intersecting the; track TR. Movement of the lever XL into the position VI -I` will cause the same character of pivotal turn about the vertical axis intersecting the` track ,TR1 but at greater speed. While the right leverXR is at its position L, turning to the'right about an axis spaced to the right from the trackTR can be obtained by moving the lever XL into the high speed position H for the'track ILI In this description lof lthe effectl of applying the various steering brakes, it has been assumed that the vehicle has been operating with the transmission gearing in the compartment Grrv set in a forwardv speed.y Similar manipulations of the levers XL and ,im can beutilized for steering and turning'the Vehicle when it is vconnected through the transmission in compartment G for driving in a rearward direction.

Disassociation of driving connections with the 'tracks TL and.- TR is obtainable by applying both brake' bands BL and BR incident to moving the levers XL and XR vinto their positions B. This disestabl'ishes" both of the power transmitting trains in the steering transmission of Figure 2 incident to a'pplyingthe brakes. Dlsconnection between' the tractor engine and the tracks TR- and TL is also possible bythe` disconnection of the main clutch,(not shown)v between the engine and the gearing in the vcorn'part'rnent G.

In addition to the brake bands BLand BRbeing controlledv by I the energized motors MBL and MBR, these brake bands are also controllable in an emergency by brake pedals PLand PR. Pedal PL is connected by a link 1 I, one arm 1.2 of a rockshaft .13, and a secondarm 14 `of this rock-shaft is connected withl a link 15 .which connects with a piston (not shown) vin the rnotor MBL. Depression.v of the pedal .PL is operable through the just described linkage `for moving the piston of the motor MBL. and'applying the brake band BL independently of fluid pressuresupplied to the motor MBL. A .corresponding linkage is disposed between the pedal PR andthe piston in the motor such linkage including Aa link 16, a rockshaft arm 11, rock-shaft 18, a rock-shaft arm 19, and a piston-connecting link ,8L Normally, the brakes controlled by the'pedals PL and PR. will be engaged bymeans of thesepedals only in an emergency as Where the fluid system should fail while the vehicle is proceeding up or down a steep incline An important advantage of the present steering and driving apparatus is its uniformity of manipulation for obtaining corresponding vehicle maneuvers, irrespective of whether the vehicle is proceeding up-hill or down-hill; or on a level course. In conventionally used driving and steering gears upon the crawler tractors', turning of ,the vehicle in one direction is brought about by disconnectingthe power connection between one of the tracks and the vehicleengina The turn normally is made` toward` the :sideofqtl'ie vehiclegat which the trackis disposed'whichhasits' drivingforce interrupted. When proceedin 'downffiillwith va load tendingto 'pushthe v'eh ,instead of the vehicle tending "toipull the loa fuchfrelase of the power train at one side'p the vehicle will result inthe tendency tojturnthe vehicle'- inthe opposite direction Manie. of'flthelod' :tending to push' the released track'fat greater sp'eedthan the" track remainingjconnected 'with the engine which serves' as aA brake` therefor. By employing change speed steering gear of the present'kind, turns to Itloje'right' or to the fleftwhileiprooeeding down-hill' can be effected by' concurrently establishing power trains yof' di' i,e1"e rit "speedH ratio: ref spe'ctiv'ely' between"4 the tracks 'and *the vehicle engine,A whereby Athe engine' will contin e v'to 'serve as; a brake rorjtneftrac l niiefpeii ingthem to Vrotate at diierent spee *Thqrelative rotat# ing speedsqof thetraksfunder these conditions is the same asL under puiungjfnditi'os, wrier fore, the tractor operatoris 'not" coni'ijorited with the potentialily. Qf beo ng confus'edfby reversed steeringconditions duringp fousV down-hill steering.` i I: w"

By substituting a valvestructure of the type illustrated' in' Figureab" forfthevalvesVL and VR in Figure 3, a definite.neutrarpositionj is haror the control levers'XLjand between vtheir positions `B and Variou orts andbha'nnelsf in the. vali/@VM @Orrepin rssprlif. fi" 'those in the valves- VR 'and VL; l'and theserespective jparts are designated by the saine reference numerals followedv by the' lettersjMinsteadf of the letters L or R. Theonly "differ'encedn" the 'construction of the valve VM and the valves VL and VR` is in the formation offthefpnrt 23, M jjwhichiis formed without the' extension f pr ting" 'circumferen tially of the'casing 'at its vi erperiphry toward the port 23(5M.` The omi'.fssi ony vofjthis 'extension at the inner end ofthe po rt 23'1'l\ `/I leaves a definite space 'between "the'f ports 'Zillilvlj and `^2 31M vfofrfthe registration 'of the rotor channel 24| Mjwithout this channel communioatingwitii eitherof the ports 236M or 231M`sothatnohe-otthebrakes as LR, or BRf'willbe engagedr/ Thisl neutral position of the valve rotorillnstrated in Figure 4b will be incurred `whentlrej'as iatedfoperfating lever XL or XR is movedjint a neutral vposition between the positions'BandL.' "M" By equipping thel hydraulifcfcontrol vsystem of Figure 3 with` rightI an'd'le'ftfhan'd: valvesco-nstructed Alikethe valve \V'M,ywhen the associated lever as XR isplaced 1 n"th a' v neutral vpositions between BandL so that:none4 of lthe associated brakes RL, XR, or isfeng'agei the other ofthe as Xtmabefpace'd ma@ Le Hasition for causing the transmission of 'power tothe track onk the opposite yside of ,the vehicle, and since at this time theotherfltrack';willfbe' neither braked nor driven,A thevehiclewill be"y caused to turn on a radius exceedin g` ti 1atv at which it would turn if the,undriventrackhwere braked and at a radius less than at whichthe vehicle would turn if the unbreked ,track (were, driven "et" ihe 10W speed while the 4olriven' track weredriven at'l the high speed. Thereiore, thev use ifvalves' as VM increases the number of'possible turning 'radii of the vehicle while the constantly rnnningv power connection illustrated liifFilgiir ifa makes 'it vpossible to' transmit' anf'0pe'r-ativeidnve "tcauxiliary equipment, s'u `clo 'as pow4 ctua" dj' s`crapers ,jre ceiving 'powerirom the chicle while "latter is driven for ardlig'for tur edfl'at anyof 4the posl1 sible radii. Also the power take-off through the power take-off connection in Figure 4 makes it possible to transmit operating power to the auX- iliary equipmentI while the vehicle is at rest and while each of its control levers XL and XR is in the braking position B.

In Figures 5 and 6, a modified form of fluid control system is illustrated for the brake motors. The same brakes and brake motors are illustrated in Figure 5 as in the lower numbered gures, and the same pressure regulating apparatus PRR is also employed.

This modified hydraulic control system differs functionally from that above described in the respect that it causes concurrent partial or yieldable engagement of brake bands between which a shift in utilization is being made. The concurrent engagement of these brake bands is accomplished by establishing concurrent communication between the actuating means for these brake bands and the source of uid pressure, and the partial or yieldable application of these brake bands to their brake drums is accomplished by a concurrent diminution of the pressure in the fluid imposed upon the motors. The purpose of this mode of operation is to insure against there being an interval during the execution of a change from one brake to another when the vehicle propelling units, as TL or TR, will be isolated from either a braking or a driving connection. Consequently, there will be no period when any propelling unit is released from supervised control. The propelling units are, therefore, caused to respond uniformly and precisely to controlling manipulations of the hand levers XL and XR.

The selective operation of the left-hand brake actuating motors MBL, MHL, and MLL is controlled through a Valve means 30|. A valve casing 302 contains three spring pressed valve balls BB, BH, and BL, normally maintained against their cooperating seats in the position of which the balls BB and BH are illustrated. A chamber 303 is contained in the casing on one side of the seats for the balls as BB, and individual chambers 304, 305, and 306 are adapted to be isolated from the chamber 303 when their respectively associated balls are seated. These chambers 304, 305, and 306 communicate with the motors MBL, MHL, and MLL through conduits 301, 303, and 309. Fluid under pressure is supplied to the chamber 303 from the pressure regulator PR through the conduit 228, a check valve 26|L constructed similarly to the check valve 26|, a conduit 3|I, a chamber 3|2 in a pressure regulator device 3|3, and a conduit 3|4. This fluid under pressure is imposed upon the motors MBL, MHL, and MLL selectively by the unseating of the valve balls as BB. Balls BB, BH, and BL are unseatable by endwise thrust applied through valve stems 3|5, 3|6, and 3|1 which are actuated by cams 3|8, 3|9, and 320. 'I'hese cams are constrained for rotation with a cam shaft 32| and have respective lobes 322, 323, and 324 spaced apart 90 circumferentially ofthe shaft as illustrated in Figure 6. Cam shaft 32| has a pinion 325 affixed thereto and meshed with a rack 326 which is movable endwise by the link 242L incident to the movement of the control lever EL between its settable positions.

Cam shaft 32| also extends through the casing 321 of an exhaust valve EXL containing a segmental rotor 328, of Figure 6, which isfixed for rotation with said shaft. 'Ihere are ports HP, LP, BP, and EXP spaced 90 about the casing as illustrated invFigure 6. These ports are closable by the rotor 328 when vany part of its curved surface 329 is in covering relation therewith. Port EXP is communicative with the reservoir RV through the conduits 33| and 332. Ports HP, LP, and BP are respectively communicatively connected with the valve casing chambers 305, 306, and 304 by conduits 333, 334, and 335, The circumferential relation of the admittance-valveactuating cam lobes 322, 323, and 324 and of the exhaust valve ports EXP, HP, LP, and BP, and of the exhaust valve rotor 328, is such that when any of said lobes is in centered registry with its valve stem, as 3|1, for unseating its ball, as BL, for imposing actuating fluid upon its associated motor, as MLL, the other lobes will be removed from their valve stems to close their associated admittance valves and the proper ports HP, LP, or BP will be opened to permit exhaust of fluid from the other two motors so they will be deenergized, this exhausting of the motors being through the proper tube of these ports HP, LP, and BP and the port EXP to the reservoir through the conduits 33| and 332.

The pressure regulating device 3| 3 comprises a cylinder 34| with a by-pass side wall opening 342 which is normally covered by a cup-like piston 4343, which is yieldably held in the position shown by a compression spring 344, which reacts against an axially adjustable member 345. Axial adjustment of the spring reaction member 345 is obtained by a cam 346 acting through a stem 341. Cam 346, which is fixed for rotation -With the shaft 32|, has three cam lobes HC, LC, and BC circumferentially spaced, as shown in Figure 6. When any of these lobes is in centered registry with the stem 341, the reaction member 345 will be disposed in its left-most position, compressing the spring 344 sufficiently so that the maximum pressure of the fluid admittable into the line 3|| and the pressure regulator chamber 3|2 will be insuflicient for moving the piston 343 for uncovering the port 342. When, however, the cam 346 is rotated to dispose none of the cam lobes in registry with the stem 341, the reaction member y345 will be allowed to move to the right for somewhat relaxing the spring, whereby a diminished pressure within the chamber 3| 2 will be sufiicient for moving the valve piston 343 into at least a partial uncovering relation of thel by-pass port 342. This diminishes the pressure imposable through the conduit 3|4 and the valve casing 302 onto any one or more brake motors communicative with the valve casing chamber 303. The phase relation of the cam 346, rotor 328, and the cams 3|8, 3|9, and 320 upon the shafts 32|, to which all of them are fixed, is as illustrated in Figure 6.

With the control lever XL in the position shown in Figure 5, the various movable parts of the apparatus will be as illustrated in Figures 5 and 6. The brake band LL will be applied to the transmission brake drum 44L of Figure 2 at its full rated pressure for establishing the low speed power train in driving relation with the track TL. Both of the check valves 26| and 26|L will be closed and the fluid trapped Vin the line 3|| at high pressure is impressed upon the brake motor MLL through the pressure regulating device 3 |2, conduit 3 I4, valve casing chamber 303, past unseated ball BL and through chamber 306 and the conduit 309. Exhaust conduit 334 is then closed at the exhaust valve port LP ofthe exhaust valve EXL. None of the iiuid at high pressure in the valve chamber 303 can pass Pursuant to a shift of the ,leverxXL Vfrom por.;

sition L to positionH for disestablishing,thelowv speed power train connection rand. establishingv the high speed powertrainconnection, therack 323. will be moved rearwardlyor rotating. the. cam shaft 32| counter-clockwise as. viewedv in Figure 6. As the cam 346, exhaust valverotor 328, and the admittance valvelcams. .318; 3|.9, and;

325 rotate counter-clockwise, the pressure. regulating cam lobe LC rwill be-withdrawn from reg,- istry with .the valve. stemv 341 toppermit retrac.- tion of the valvepiston. 343` for dminishingthe iiuid pressure in the chamber ,3 I 2. y Atathisgphase. in the operationof the device,.the.uidescaping through the port 3421of-the auxiliarypressu-re regulating device 3l3 will piow back to1,the,low pressure reservoir through conduits `350 and,33,2.y Exhaust port HP is Aclosed bythe .exhaust valve rotor 328 at about the timethe stem. 341; arrives atthe foot ofthelobeLC ontothe short radius proiile portion LH of the pressure regulator. con,- trol cam 346. At about this same time, the lobe 324 on the cam 320 will carry its linclined face `35| along the valve stem'3l1, causing-thefvalve ball BL to commence seating andthis ball willr be seated for preventing admittance of duid-into the low speed motor MLL subsequent to the closing of` the exhaust port HP for -the high speed motor MHL. Subsequently, ywhilerthe short radius profile portion LH is traveling along the valve stem 341, causing` a lreduction ofpressure in the chamber 3 I2, this .reducedpressure having been communicative with lthe low speed motor MLL past the admittance valve ball BL, prior-to the descension of the valve stem 3I1 to the foot of the inclinedvprole `35l, the incline 352 on the cam lobe 323 will come in registry with `the valve stem SIG and commence unseating ofthe admittance valve ball BH for thehigh-speed motor MHL. At this time both of the'motors MHL and MLL will be energized at the reduced pressure in the pressure control valve chamber 3l2. This concurrent low pressure energization of the motorsv MLL and MHL'isof'short-duration, for the edge 353 of the exhaust valve rotor 328 will at that time commence uncovering the exhaust port LP for the low'speed vvmotor Upon completing this low pressure energization of the high speed motor by the admittance valve ball BH being openy or unseated,'the inclined portion of the pressure regulating cam lobe kHC will commence to pass underthe stem 341 `for moving the plunger 343 to the left to stop the escape of uid through the port 342,`and thereby reestablish the condition of high pressure in the chamber 342. Thus, the uncovering of the exhaust port LP causes the low .speed motor to become completely deenergized for releasing the partially established low speed train', whereas the inclined portion of the pressure 4regulator cam lobe HCcauses the application of full pressure upon the high speed motor MHL tov fully energize this motor and to completely establish the partially established high speed power train.-

Upon a shift from the'high speed train back tothe low speed train, there is a reversal ofi'the above -recited sequences. First, thevlobeiHG will betwithdrawn from -registry'witnfthe stem 3411,

diminishing the pressure within the chamber 3l2, and, consequently, .thevpressure upon the high speed motor MHL -causing the grip of .the brake band HL- to be such vas to allow slippage at lower loads.. The exhaust valve of the port LP of the 10W speed motor MLL is next to close as the edge 3530i the exhaust valve rotor 32S passes clockwise, as viewed in Figure 6, past the port LP. Subsequent to the reduction of pressure in thehigh speed motor MHL, as the short radius proleLH traverses the stem 341, the incline 352 yof the cam lobe 323 will pass from beneath the valve. stem 3l6to permit seating of the high speed .admittance valve ball BH. Next, the ineline 35| of the low speed cam lobe 324 will pass under the valve stem 3l1 to open the low speed admittance valve which includes the ball BL, and thereby cause concurrent low pressure energization of the low speed and high speed motors. Following this, the then trailing edge 354 will uncover the exhaustl port HP for' the high speed motor to completely deenergize the same-and thereafter the pressure regulator stem 341` ascends the cam lobe LC for reestablishing the-high pressure condition in the chamber 342 and upon the loW speed motor MLL.

In executing a shift from the low speed connection to the application vof the propelling structure brake including the brake band BL, the lever XL will be moved rearwardly to cause clockwisev pivoting of the shaft 32| as Viewed in Figure 6. First, the cam lobe LC will be moved from registry with the valve stem 341 to reduce the pressure in the chamber 3I2 and thus partially energize the low speed motor. The then leading edge 353 of the exhaust valve rotor 328will cover the exhaust port BP for the brake motor MBL, during vthis low pressure condition while the short radius profile LB traverses the stem 341, and the inclined portion 355 of the admission valve cam lobe 324 will pass under the valve stem 311, seating `the valve ball BL, and thus terminating communication of the low pressure energized Ilow speed motor with the source of lluid underpressure. Next, the incline 355 of the admittance valve lobe 322 will pass under the valve stem 315 to unseat the admittancevalve ball BB and cause energization of the motor MBL at the low pressure, then existing in the chamber SI2 for partially applying the brake band BL. Subsequent to this partial engagement of the brake band BL, the then trailing edge 354 of the exhaust valve rotor will uncover the exhaust port LP for the low speed motor, deenergizing this motor, and the lobe BC of the pressure regulator cam 346 will .have its incline 351 traverse the end of the stem 341 for reestablishing the high pressure condition for energizing the brake motor.

A shift from thecondition in which the brake band BL. isrmly engaged .to the low speed connection will move the lever XL back from position Bto position L, incident to rotating the shaft'32l` counter-clockwise as viewed in Figure 6.- The pressure regulating valve stem 341 will then-first descend the incline 351, causing low pressure energization of the brake motor. The exhaust valve port LP for the low speed motor is then Vclosed and the admittance valve for the brake motor-isclosed by the incline 355 of the admittance valve lobe 322 passing from beneath the valve stemv 3l5. Next, the incline 355 of the lowlspeed admittance valve lobe 324 passes under the `valve-fstem3l1,unseating the ball BL and thereby incurring concurrent partial. energization 15 of the motors MBL-and MLL by the low pressure fluid in the chamber 3l2. The then trailing edge 353 of the exhaust valvev rotor 328 opens the exhaust port BP for the brake motor cornpletely releasing the brake band BL, and the low speed lobe LC on the pressure regulator cam 346 then carries its incline under the stem 341 for reestablishing the high pressure condition for the solely energized motor MLL.

A similar arrangement of pressure regulator valves and cams for the sequential control thereof is employed for the various brake bands LR, HR, and BR upon the right side of the vehicle, and the various parts of the control apparatus for the right side of the vehicle are indicated by the same reference characters, as the parts above described, but with the substitution of the letter R for the letter L, and the addition of the letter R where no letter is employed in the reference character designating the corresponding part in the above described system for the left side of the vehicle.

Separate check valves 2BIL and ZBIR are employed for the feed lines 3H and 3| IR, so that the pressure regulator 3I3 or 3I3R of either can be manipulated to cause reduction of pressure in either of the conduits 3H or 3IIR without affecting the pressure within the other. In other words, for example, the pressure in the chamber 3l2 of the regulator 3l3 can be diminished Ato diminish the pressure on any of the motors MBL, MHL, or MLL, pursuant to the shifting from one of these motors to another without incurring diminution of pressure upon any of the motors on the right side of the vehicle which may be solely energized.

Having thus described the limited number of preferred forms of the invention, with the view of clearly illustrating the same, we claimz- 1. In a tractor propelled by units at opposite sides, change-speed gearing components for respectively driving said propelling units, each gearing component comprising relatively low speed and high speed power trains for transmitting power in the same direction, sets of torqueexerting devices respectively associated with the gearing components, each device being associated with a respective power train of its gearing component and each being operable, when energized to resist relative rotation of counterparts thereof, to establish its power train in driving relation with its associated propelling unit, and a fluid system for incurring selected energization of said devices, said system comprising a source of fluid at non-atmospheric pressure, energizing means repectively for said devices and operable to energize the same pursuant to establishment of a status with respect to the existence or non-existence of communication between such devices and said source, said energizing means also being capable of partially energizing their respective devices, valve means settable for selectively establishing said communication status between said source and the energizing means, and means operable coordinately with changing the setting of said valve meansto incur transitory concurrent partial energization of the devices between which a selection is being made. s l

2. In a tractor propelled by units at opposite sides, change-speed gearing components for respectively driving said propelling units, each gearing component comprising relatively low speed and high speed power trains for transmitting power in the same directionsets of brakes respectively associated. with. eachgearng component, eachbrakebeing associated with a respective power train of its gearing component and each being operable, when applied, to. establish its power train in driving relation with its associated propelling unit, fluid actuated motors respectively for said brakes and operable to apply their brakes with a firmness constituting a function of the pressure of actuating fluid to which they are subjected, a source of motor actuating fluid, valve means respectively for each set of motors and operable Yto establish either individual or concurrent communication between the brakes of its set and the-source, pressure regulating means adjustable to change the pressure of the fluid imposable from the source onto the motors, valve operating means manipulatable to change each valve means from a status of individual communication establishment between one of its motors and said source to a status of individual communication establishment between the other of its motors and said source incident to creating an interim of concurrent-communication of Vthe motors with said source, and means operable under control of said valve operating means to adjust the pressure regulating means for modifying the pressure imposable on the motors to diminish the available firmness of brake engagement during said interim.

3. In a tractor propelled by units at opposite sides, change-speed gearing having relatively high speed and low speed power trains establishable in driving relation with said units for driving rt'hem at the same or different speeds, each power train having an associated brake appliable to cause establishment thereof, fluid actuated motors respectively for said brakes and operable to apply their brakes with -a firmness constituting a function of the pressure of actuating fluid to which they are subjected, va source of motor actuating fluid, valve means for controlling communication between the motors and the source, said valve means 4being operable to provide interchangeable communicattion between the source and certain of the motors exclusively of one another to shift power trains drivingly connected 'with the propelling units, said valve means also being operable to provide concurrent communication of the interchange- -able motors'with the source during the interim of interchange, pressure regulating means ad- 4justable to changethe pressure of the fluid im Aposable from the source onto the motors, valve operating means, and means operable coordinately with said valve operating means to adjust the pressure regulating means for modifying said pressure to diminish the available firmness of brake engagement during said interim.

4. In a driving assembly for use between the engine and the propelling means of a vehicle, a change-speed Atransmission having a plurality of power trains successively establ'ishable in driving relation between the engine and the propelling means, said power trains including respective frictional gripping devices each having counterparts frictionally engageable under pressure to establish its associated train between the engine and propelling means, the frictionally engageable counterparts of said devices being lslidable when subjected to a diminished pressure to facilitatel a transitory concurrent partial establishment of said trains during a shift from one to another, iiuid actuated motors for applying the pressure to said counterparts in an amount constituting a function of fluidv pressure to which the motors are: subjected, a source of pressure Afluid.

valve means operable to selectively individually subject the motors to the pressure of fluid from said source and to concurrently subject the motors to the pressure `of such fluid during an interval of executing the selection, and pressure control means operable coordinately with said valve means to diminish the fluid pressure appliable to said motors during said interval.

5. In a driving assembly for use between the engine and the propelling means of a vehicle, a change-speed transmission having a plurality of power trains successively establish-able in driving relation between the engine and the propelling means, ea-ch power train including a torque-exerting device energizable `to resist relative rotation of counterparts thereof to establish its train between the engine and propelling means, said devices being capable of being energized in a diminished degree to decrease their resistance to relative rotation of their countery parts and thus facilitate a transitory concurrent partial establishment of the trains during a shift from the establishment of one to another, fluid actuated motors for energizing said devices to a degree constituting a function of the pressure to which the motors are subjected, a source of motor vactuating uid, valve means operable to selectively individually subject the motors to said uid for actuation thereby and to concurrently subject the motors to said fluid during an interval of executing the selection, land fluid pressure control means operable lcoordinately with said valve means to vary the pressure of fluid imposed from said source onto the motors to diminish the degree of energization possible for said motors during said interval.

6. In a driving assembly for use between the engine and the propelling means of a vehicle, a change-speed .transmission having a -plurality of power trains successively establishable in driving relation between the engine and the propelling means, each power train including a torque-exerting device energizable to resist relative rotation of counterparts thereof to establish its train between the engine and propelling means, said devices being capable of lbeing energized in a diminished degree to decrease their resistance to relative rot-ation of their counterparts and thus facilitate a transitory concurrent partial establishment of the trains during a shift from the establishment of one to another, iiuid actuated motors for energizing said devices to a degree constituting a function of the press-ure to which the motors are subjected, said motors serving to cause deenergization of their devices when subjected to an exhaust pressure of said fluid, a source of motor actuating fluid under pressure, admittance valve means operable to selectively establish individual communication between the motors and source and t-o incur concurrent communication of the source with motors between which a shift in selection is being made, means adjustable for varying the pressure of ui-d imposable from the source through the admittance valve means onto the motors, exhaust valve means for the motors, and control means sequentially operable, in executing a shift from one power train to another, to adjust the pressure varying means for diminishing the pressure of the uid imposed through the admittance valve means onto one of the motors, to actuate the exhaust valve means for closing the exhaust of the other motor, to actuate the admittance valve means for terminating communi-cation between the source and the one motor and for creating 18 communication between the sour-ce and the other motor, to actuate the exhaust valve means for opening the exhaust of the one motor, and ultimately to adjust the pressure varying means for increasing the pressure imposed through the admittance valve means onto the other motor.

7. In a change-speed and steering gear for a tractor steered by changing the relative speed of traction supports thereof, complemental change-speed transmissions for the respective drive of said traction supports, each transmission having relatively high speed and low speed power trains establishable in driving relation with their associated traction supports for driving the same in the same direction, each power train including a torque-exerting device energizable to resist relative rotation of counterparts thereof to establish its train in the aforesaid driving relation, said devices being capable of being energized in a diminished degree to decrease their resistance to relative rotation of their counterparts to thus facilitate a transitory concurrent partial establishment of the trains in each transmission during a shift from establishment of one to the establishment of the other, uid actuated motors for energizing said devices to a degree constituting a function of the pressure to which the motors are subjected, a source of motor actuating iiuid, valve means operable to selectively individually subject the motors of the devices associated with each traction support to said fluid for actuation thereby and to concurrently so subject the motors from and to which selection is made during the interval of executing the selection, independently manipulatable control members upon the tractor, one control member being associated with one transmission and manipulatable between positions for operating the valve means to respectively subject the power train motors of such transmission to the pressure of the fluid source, the other control member being associated with the other transmission and manipulatable between positions for operating the valve means to respectively subject the power train motors of such transmission to the pressure of the fluid source, and iiuid pressure control means operable under control of each control member to diminish the pressure imposable from the source onto the motors controlled thereby during said manipulation between its positions.

8. In a change-speed and steering gear for a tractor steered by controlling the relative speed of traction supports thereof, brake devices respectively for said traction supports and each being energizable to resist relative rotation .of counterparts thereof and thereby correspondingly brake propelling movement of the traction supports, complemental change-speed transmissions for the respective drive of said traction supports, each transmission having relatively high speed and low speed power trains establishable in driving relation with their associated traction supports for driving the same in the same direction, each power train including a torque-exerting device energizable to resist relative rotation of counterparts thereof to establish its train in the aforesaid driving relation, said devices being capable of being energized in a diminished degree to decrease their resistance to relative rotation of their counterparts to thus facilitate a transitory concurrent partial establishment of the trains in each transmission during a shift from establishment of one to the establishment of the other and to similarly facilitate a transitory concurrent partal establishment of each lower speed 19 power train and partial braking ofthe associated brake device during a shift from the low speed train drive of its traction support to a braking of such support, uid actuated motors respectively for the devices to energize the same to a degree constituting a function of the pressure to which the moto-rs are subjected, a source of motor actuating fluid, valve means adjustable into settings to selectively individually subject the motors ci the devices associated with yeach traction support to said fluid for actuation thereby and t0 concurrently so subject the motors from and to which a selection is being made during the interval of executing the selection, independently manipulatable control members manipulatable between advanced, retracted and intermediate positions, one of said control members being for the transmission and the brake device of one traction support and the .other being for the other transmission and other brake device, each control member being operable to adjust the valve means to obtain subjection to the pressure fluid source of the high speed, the low speed, and the rbrake device motors of the transmission and 4brake devices respectively associated with such members upon their respective manipulation into the advanced, intermediate and retracted positions, and uid pressure control means operable under control of each control member to diminish the pressure imposable from the source onto the motors controlled thereby during said manipulation between its positions.

WILLIAM Oi. BECHMAN. DAVID B. BAKER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

